Block signaling system for railways



Aug. 14, 1934. c. KNIG BLOCK SIGNALING SYSTEM FOR RAILWAYS Filed Nov. 29, 1930 .5% R. uk. I JT.

Patented Aug. 14, 1934 UN ETE SPE' TES PATEN OFFECE BLOCK SIGNALNG SYSTEM FO RAILWAYS Carl Knig, VohWinkel-Hammerstein, near Elberfeld, Germany 1 Claim.

This invention relates to automatic block signaling systems for railways in which the train when leaving a block is caused to send two or more current impulses into the block signaling system, the iirst of said current impulses being used to close a contact in the circuit leading to the rearwardly positioned block signaling apparatus.

My invention consists essentially therein, that the second of said current impulses is caused to operate by way of these contacts, at the beginning or" the rearwardly positioned block, signaling apparatus to indicate that the respective block is free and that the retarding and current limiting apparatus have been moved back into its initial position, thereby simultaneously again interrupting the circuit which had been closed by said iirst current impulse to the rearwardly positioned signaling apparatus by opening said contact. In this manner further current impulses will no more be able to affect the block signaling apparatus.

An example of a block signaling system according to my invention is shown in the accompanying drawing of which Fig. l is a diagram showing the connection of two railway block stations which are in signaling connection with each other, the mechanism shown in the lower half of the gure being the retarding and current-limiting apparatus,

Figure 2 shows also the retarding and currentlimiting apparatus, the movable members being, however, in another position,

Fig. 3 is a view similar to Fig. 2, showing the same parts in another position, and

Figs. 4 and 5 are views similar to the uppermost portion o Fig. l and show a railway car in two other positions relatively to the places where the current is drawn from the overhead line.

On the drawing, R denotes the track of an electric railway and O the overhead line which receives the current from the electric central station Z. The track is subdivided in the usual manner into individual blocking stations (l and II), each ci which provided with a block signaling apparatus S1 orv S2, respectively. Each thereoin is provided with a green lamp Lg for indicating that the line is clear, and with a red lamp Lr co-operating with the stopping signals. These optical signaling means may be combined with mechanical ones. I have abstained from showing in the drawing also mechanical signaling means (in connection with said optical ones) in that they do not constitute essential parts of this invention. The said block signaling apparatus receives the current from the overhead line of the track, from which the current is tapped at the point J1 or J2, respectively, the current being then conducted according to the position of a switch N1 or N2 respectively, either across the pivot 14 of the switch arm, the Contact, the switch arm U1 or U2, respectively, the contact piece 3 and the green control lamp Cg to the green signal lamp Lg, or across the pivot 14, the contact 16, and the control lamp C1- to the red signal lamp L1. From both lamps the current liows back to the track through the wire 21 which is connected with thev track R at the point '7, as shown.

When the switch N1 or N2, respectively, is in the inst-mentioned position, as in the drawing, so as to supply the green lamp with current, the current can nevertheless be conducted also to the red lamp, That is effected by turning the switch lever U1, or U2, respectively, onto the contact piece 4, in which case the current passes from this contact piece across the control lamp Cr.

There appertains to each block signaling apparatus, besides the just described circuit a second circuit, with the aid of which the switch U1 or U2, respectively, is actuated.` These second circuits of the individual block signaling apparatus are connected with one another by a wire 22, and also they receive the requisite current from the overhead wire O of the track. The current is drawn therefrom at the point J1 or J2, respectively, provided, that a railway car has established a connection between the overhead line and said point J1 or J2, respectively. In this case, the current passes across the contact piece 8 the electromagnet E1 the wire 23, the solenoid coil M1 and the Wire 24 to the point 9 at the track. Near the contact piece 8 is provided a branch switch R1 which'is so designed that it branches 01T from the circuit located between the point J1 or J2, respectively, and the contact piece 8, a current, if the switch arm R1 contacts with said contact piece 8. This part of the current then ilows across the contacts 12, 10, f1, ,f2 and 11 to the rearwardly located blocking station, and in the same across the appertaining electromagnet E2, the solenoid coil M2, and the wire 27 to the point 9 at the track. In order to render it possible that a current ows through that branched-off circuit, it is necessary that the contact f1, f2 is closed. The construction and operation of this Contact will be fully described hereinafter.

ico

Drawing current from the overhead line O at the point J1, or J2, respectively, is possible, however, only if a car just running through the respective portion of the track establishes a connection between the line O and said point J1, or J2. In the example shown in Fig. 1 it is assumed that the cars Tr, T11 and T111 are provided with trolleys K1, K2, K3, K4, K5 and Ke. Each car has two trolleys which are conductively connected with one another, whereby it is rendered possible that when one of the two trolleys pertaining to a car contacts with the current-carrying line O and the other trolley contacts with the line section in which the point J1 or J2 respectively, is located, the current can pass from the current carrying line O across the two trolleys to said point J1 or J2, respectively, as is the case in Fig. 5.

When, thus, a car runs past a block signaling station and its two trolleys contact successively with the line section containing the point J1, or J2, respectively, there will in that moment in which the rst trolley, say K1, contacts with said line section a current flow through the above described circuit, and this action will last as long as said trolley contacts with the said line section. Thereafter the flow of the current is interrupted, but is established anew when the other trolley arrives upon the section in which the point J1, or J2, respectively, is located. In order to bring about that interruption at the proper points of time it is necessary that the two trolleys of every car are more remote from one another than would correspond to the length of the line section containing the point J1 or J2, respectively. When a car has moved past the line portion with the point J1 it gets into the range of the line section with the point J2, and so on, as may be seen from Fig. 5. Itis a matter of course that the number of line interrupting places may be chosen as best suited for the conditions of the individual tracks.

When a car runs through a block signaling station a plurality of current impulses, at least, however, two such ones, are sent into the circuit of the block signaling apparatus across the point J1, or J2, respectively, each of the two impulses, if provision for only two has been made, as in the constructional form illustrated in the drawing by way of example, taking its way across the wire 28, the contact piece 8, the electromagnet E1, wire 23, the solenoid coil M1, the wire 24, and the connecting point 9 of the track. Each rush of current excites the electromagnet, as well as the solenoid coil. The electromagnet attracts the armature A1, or A2, respectively, which is so connected with the switches R1 and U1, or R2 and U2, respectively, that when the armature A1 or A2, respectively, is being attracted by the appertaining electromagnet, the switch U1, or U2, respectively, contacts with the contact piece 4, whereby the red lamp is switched on, whereas the switch R1, or R2, respectively, contacts with the contact piece 12, whereby the sub-circuit containing the contact members 10, f1, f2, and 11 is closed, provided, that the position of the contact members f1, f2 is such that the current can pass through it.

Simultaneously with the electromagnet E1 also the solenoid coil M1 is excited whereby the core B3 is drawn thereinto. The core is connected with the Contact springs f1, f2 by Inechanical means which are described in detail hereinafter, and the arrangement and combination of the parts concerned is such that, while the contact f1, ,f2 is closed when the rst current impulse ceases, it is again opened when the second current impulse ceases, but it is not actuated in any manner by current impulses which may follow those two.

The contact springs f1, f2 project forth from lever arms h1 and h2 and are insulated from the same, said arms being movably connected with one another and having the common fulcrum W. At the free end of each of said arms is a projection V1, or V2, respectively, which are directed towards one another and their length in this direction is such that when they contact A,with one another the Contact between the springs ,f1 and f2 is interrupted, as in Fig. 1. The lever arm h1 is provided with two noses n1 and m1 and the lever arm h2 is provided with two noses n2 and m2. Opposite the first-mentioned two noses is a pawl a1 having two noses p1 and q1 and being supported upon a pivot W1, and opposite the other two noses is a pawl a2 having two noses p2 and q2 and being also supported upon a pivot W1. The noses n1 and m1 co-operate with the noses p1 and q1, and the noses n2 and m2 co-operate with the noses p2 and q2. The pawls a1 and a2 are hinged to a rod St which is firmly connected with the solenoid B1 and is suspended from a helical tensile spring F3, the strength of which is such that it can hold the solenoid core in its upper position when it is not subjected to the action of current passing through the appertaining coil.

Another helical tensile spring F1 tends continually to hold the lever arm h1 in its upper position (Fig. l, station II, and Fig. 2). A third helical spring F2 which is a compressive spring is arranged below the lever arm h2 and tends continually to move it upwardly so as to keep the projection V2 of this lever arm in contact with the projection V1 of the lever arm h1, as in the station II of Fig. 1. Finally, laterally from the spring F1 is a helical tensile spring F4 which is connected with the core B2 of a solenoid M2 that draws this core against, and presses it onto, the lever arm h1 when the coil M is traversed by a current. Otherwise the spring F4 holds the core B2 remote from the arm h1.

When the car T1 is running on the track between two block signaling stations (I and II), the track portion concerned must be blocked in rearward direction. On the station I, therefore, theV switch arm U1 contacts with the contact piece 4, the switch arm R1 with the contact piece 12, and the armature A1 is attracted by the electromagnet E1. On the station II the arm h2 is in that position in which the projections V1 and V2 contact with one another as do also the noses m1 and p1. In this position of the parts the contact f1, f2 is open. While the car is running from the station I to the station II, the switch arm of this station contacts with the contact piece U2 3 so that the green lamp is switched on and the track portion concerned is announced as being clear. The

switch arm R2 is at this time out of contact with the Contact piece 12 and the armature A2 is kept attracted by the electromagnet E2.

When the car reaches with its irst brush K1 the track portion in which the connecting point J2 (that pertains to the station II) is located the solenoid M1 of the station II is excited and the core B1 is drawn thereinto whereby the rod St is moved downwardly and the pawls a1 and a2 are turned in such a direction that, as regards first the pawl a1, the nose n1 of the lever h1 can move past the nose p1 of said pawl when said lever is turned upwardly under the pull of the spring F1, whereas the nose m1 of the lever h1 contacts with the nose q1 of the said pawl, and is stopped thereby. The lever h2 follows the lever h1 under the pressure of the spring F2. The parts are then in the position shown in Fig. 3.

When then, thereafter, the brush K1 of the car T1 leaves the track portion in which the point J2 is located, the solenoid becomes currentless and the spring F3 draws the rod St' and the core B1 upwardly into their former position, and at the same time the pawls a1 and a2 are correspondingly turned, and as now the nose m1 of the lever h1 can move past the nose q1 of the pawl a1 the spring F1 will lift the lever h1 still further, but the lever h2 cannot follow the lever h1 because its nose n2 is retained by the nose p2 of the pawl a2. Owing to that moment of the levers h1 and h2 relatively to one another the contact f1, f2 will be closed, as shown at the right-hand end of Fig. 2.

While the car is running through the block signaling station II the brush K2 of the car T1 passes through the line portion containing the connecting point J2 and a second current impulse flows from the overhead line O across the brushes K1 and K2, the wire 29, the contact piece 8, the electroniagnet E1, the wire 30, the solenoid 'M1 and the wire 3l to the connecting point 9, at the track. As now said solenoid is again excited, it attracts the core B1, draws the rod St downwardly and turns the pawls a1 and a2 whereby it is rendered possible that the nose n2 of the lever h2 can move past the nose p2 of the pawl a2 so that this lever can now follow the lever h1 until its nose m2 contacts with the nose q2 of the pawl a2 and is stopped and retained by the same. in this position of the parts in question the Contact springs f1, f2 are still open.

At the same time, however, a current branched o from said second rush or" current flows across the contact piece 8, the switch arm R2, the wire 32, the contact piece 19, the contact springs f1, f2, the contact piece 11, and the wire 22 rearwardly to the preceding station (I) in consequence whereof the electromagnet E2 attracts the armature A1 (on the station I) whereby the switch arm R1 is drawn away from the contact piece 12 so that the sub-circuit of the station I is interrupted. .Simultaneously therewith the armature A1 turns the switch lever U1 from the contact piece 4 to the contact piece 3 whereby the green lamp indicating that the track at the station I is free is switched on. Owing to the solenoid M2 being excited simultaneously with the electromagnet E2 the core B2 of said solenoid is drawn thereinto and its free end is thereby pressed onto the lever h1 whereby also the lever h2 is moved downwardly by the intermediary of the projections V1 and V2 of these levers, this movement being continued until the nose n1 of the projection V1 has arrived behind, i. e. below, the nose p1 of the pawl a1.

When the second rush of current ceases, that is to say, when the brush K2 of the car leaves the line portion in which the connecting point J2 is located the solenoid M1 becomes currentless,

so that the core B1 of the same is pulled upwardly by the spring F3 by the intermediary of the rod St, and the pawls a1 and a2 are also, therefore, turned back into their former position, or position oi rest respectively. The nose m2 of the lever h2 can now move past the nose p2 of the pawl a2 so that the projection V2 of the lever h2 can contact with the projection V1 of the lever h1, in consequence whereof the contact springs f1, f2 are opened.

The levers h1 and h2 have now reached that position in which they are nearest the solenoid M2 and further impulses of current caused by further brushes passing away over the point J2 cannot bring about any change in the position of said levers. Turning these latter back into their initial position can take place only when the car has reached the next blocking signaling station (III, not shown), the several movements of the parts concerned in this station (III) and in the preceding one (II) then taking place in exactly the same manner as has been described with respect to the stations I and II.

If the track is to be blocked without a car running through any part of it, that may be eiected by shifting the switch arm N1 (or N2) from the contact piece 15 onto the contact piece 16 whereby the red lamps will be switched on independently of the other switching means that are automatically actuated in the described manner. The current ilows then from one or the other of the connecting points 1 of the overhead line across 'the respective switch arm 14, the contact piece 16, the instrument C, the wire 32 or 312, respectively, the lamp L1 and the wire 21, or 212 respectively, to the appertaining connecting point 7 o1 the track.

I claim:

An automatic block signaling system for electric railways, comprising, in combination with the conducting track, an overhead line divided into main sections and intermediate sections, each of which latter is located between two consecutive main sections and is insulated from them, back-signaling wires between the consecutive block stations, trolley cars having means adapted to produce two consecutive current im pulses in the back-signaling wire concerned when running over the intermediate overhead line section concerned, electromagnetically actuated contact devices in the block stations, and conducting connections between said devices on the one hand and the main sections and the intermediate sections, as well as the track, on the other hand, said conducting connections forming circuits connected with one another by the backsignaling wires; said electromagnetically actuated contact devices comprising switching levers and contacts closed by means of the appertaining electromagnet by the iirst of said two consecutive current impulses and closing thereby the circuit for the electromagnet pertaining to the switching lever of the rearwardly located block station which in turn causes opening of the block station following it, and signaling means adapted to be electrically operated by the said switching levers in dependency of the said contacts, substantially as set forth. u

CARL KONIG.

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